Carburetor



April 1o, 192s.

C. F. WALLACE GARBURETQR Filed March l5, 1922 2 Shaets-Shee 2 INVENTOR Y@Ov-71M' KM "M ATTORNEYS.

Patented Apr. 1o, 192e.

ramenl ori-"1c I CHARLES F. WALLACE, OF WIES'IFIELD, NEW JERSEY,`ASSIGNOR/TO WALLACE & TIER- NAN 00 INC., OF BELLEVILLE, NEW JERSEY, ACORPORATION 0F NEW YORK.

. CARBURETOR.

Application filed Maren 15, 1922. serial No. 543,996.

My present `invention resides in an improved formA of carburetor forinternal combustion engines, such as are more particularly used in thedriving of automobiles, and the nature and purpose of my improvementswill be more readily comprehended from the following prefatoryconsiderations.

j -Experiments have amply' demonstrated that a carburetor giving uniformgas and air ratios is not desirable, mainly for the reason that themixtures for maximum power should be rich, say one part gas to twelveparts of air, but such a mixture is very lineficient and uneconomicalunder otherconditions where maximum power is not required, and for thefurther reason that the mixture for maximum economy varies with the loadon' the engine and is practically independent of its speed. Thisrangeisone lpart gas to seventeen parts of air for full load to one partgas to twelveI parts air for no load. This' is now recognized by theauthorities. l

In carrying out my inventionI take advantage ofthe now ascertained andrecognized fact that the vacuum, or the depression in the intakemanifold of the engine bears a fair relation 'to the load on the samewhen the throttle is xed, and by this'means I vary the character of themixture with the load on the engine. In other words, I have devised acarburetor which operates. to vary the mixture with the degree of vacuumin the manifold to follow the curve `of maximum economy up tolpractically full load,-

and thereafter to enrich the mixture up to the point of maximum power. Y

In these latter, Fig. 1 is a top plan view of my new carburetor.

Fig. 2 is a vertical central section of the same in the line 2-2 ofFig. 1. Fig. 3 is a vertical section on the line 3 3 of- Flg. 1. y Y

Fig. 4 is a part elevation and tional view of the vice. v

Fig. 5 is a horizontal section on the line 5-5 of Fig. 4, and\ Fig. 6 isa view of an indicating dial for the thermostatic regulator.

In the general'plan of construction land part sec- `upper portion or thedeand requires but passing description. It

plied is ofthe usual and knownl charactercomprises a casing 1, with athrottle valve e 2 at the top, a gasolene compartment or chamber 3 atthe bottom-in which is a float 4, and the usual intermediate parts,passages and appurtenances.

Fromthe chamber` or compartment 3 leads the fuel inlet passage 5, andthe capacity of said passage is varied and controlled by a needle valve6, carried by a thermostatic diaphragm 7. Thisdiaphragm is composed oftwo metals and is adapted to rise and close to a greater or less extentthe passage 5 under an increasev in temperature. Thev 'needle valve 6 iscarried by a threaded stem 8 which is adjustable by means of an arm orpointer 9 which travels over apscale 10. As the temperature o f thegasolene and ythat of the carburetor isv'approximately the same the rateof How of the fuel through the passage 5 will bevaried according to vthetemperature of the air passing through the device, less being passed athigh temperature than at low. Y

The vlevel of the fuel in the float bowl chamber is maintained constantby means of an arm 11 which is engaged by the io'at 4 and closes a valve12 in the gasolene tube 13 and thus 'shuts olf the flow when the floatrises to a predetermined level.

In addition to the usual parts of the carburetor, I employa tube 14 witha contract'-4 ed opening into the intake manifold at the top, and whichextends down through the y into the main air chamber. By the epressionor vacuum created in the manifold bei yond'the throttle fuel is drawnthrou h the tube in proportionto the degree of suc vacuam. In this way Itake advantage ofthe high vacuum beyond the throttle to`draw Arrangedhorizontally with respect to the carburetor proper is a cylinder 16, therear of which is connected by a passage 17 with the air chamber. In thiscylinder is a piston 18 with which two spiral springs 19 an'd 20 ofdifferent tensioncooperate. the vacuum back of the piston draws vthelatter into the cylinder against the push of the saidsprings. Thepiston' carries a rod 21, which engages an ear or lug 22 projecting froma movable damper cylinder 23 surrounding the depending cylinder Y24Normally -The cylinder 23 has corresponding aper` which area circularrow of apertures 25.

tures 26 of trian lar shape, and the result secured by this evice is asfollows:

According to the degree of vacuum in the cylinder 16 back lof thepiston, and this depends upon the load on the engine as' long as thethrottle remains in fixed position, beter the less the load, 'the pistonwill p rawii more or less into the cylinder. `pon the first movement theouter spring 1 ,which is the weaker, will be compressed vand the inneror stronger spring 20 will not be reached or compressed until the vacuumhas reached a redete'rmined amount usually from-two to a er vacuum willthen ten to compress spring of the. shape. of the 20. These two springsare of such strength as to shift the outer cylinder 23 over the ini'-tial perforated cylinder so as to vary the proportion ofjthe air in themixture. AllA .of the iston shown in Fig.` 5, for example, wouldindicate maximum loa'd on the en 'ne or a vacuum of from one to about 'tee.

pounds, depending upon the engine cliaracteristics.

The carburetor described functions in such manner as to vary the mixtureof gas and air in .pro rtion to the vacuum in the manifold tovfo ow thecurve of economy up to practically fullload, and thereafter to en-` ricthe mixture u to` the point of magri? mum power. `.An ustration: themixture for maximum power may be, for example, one of gas to twelve ofair, up to two ofl gas to vsixteen of air, depending upon the load.Fonthe engine. Under normal runnin con- C ditions-the mode of operationis suc that the mixture is that formaximum economy,

v passa for all conditions e cept full load. However, when a heavy emandis im the' maximum power becomes the thing desired and the degree ofvacuum in the engine causes the piston 18 to take .such position,determined by the stren h of the spi-in thatthe mixture'will`V enrichedto use pointof'ma'ximum power. Y

This is determined by the character of the s throu `h the apertures inthe two gylin ers-24 an A23, an

ut four ounds. Any greated u n the engine and it comesunder ful loa'd, ten the strength ofthe Lacasse springs 19 and 20, which the-position ofcylinder that regulates the mixthe rotating ture. Y v

In order to provide an eiiicient means of priming, the carburetor isequipped with the pump shown in Figs. 1,13 and 4. vThis device comprisesa small cylinder 24 attached to the casing 1 and provided with a piston25', the rod 26,of which isfoperate'd by an arin 27,

fixed to a shaft 28 passing through the center and secured to thethrottle.v When the throttle is opened the piston 25 is raised and drawsfuel through the tube 29 into an outer cylindrical casing`30, andthrough 'a check valve 31 into the cylinder ,25. The -piston alsocontains a check valve 32 and a's'it rises it operates as a lift pumpand brings the liquid up to the level of a passage 33 which opens intothe space beyond the throttle in the manifold and is hence under theiniuence ofthe full vacuum of the engine so that the fuel is thereforedrawn immediately into the manifold of the engine. There is no drain vinthe bottom of the ump so that the valves are always submerge in li uid.`

In this devicel the fuel o ce is located in the center of thefloatchamber and is'therev fore free from variationsinv the head of fuelover `such orifice, because no matter what Extended experience hasdemonstratedthe 'v very marked 4efficiency and value of this car'-buretor. It provides against all ordina contingencies met within'driving under a manner of conditions. Itishighly economical andreliable in its operation, and adds f very materially to the maintenanceof the best conditions of use and operation.

- What I claim is:

1. In a carburetor, a throttle, a' means for l regulating, theratio-of'fuel and dir, ooiiiprising, in combination, a cylinderconnected with thevacuum space above the throttle, a

piston therein, two springs ofdier'ent'ten sion adapted to besuccessively Ycompresse/d by the piston, ,and an air damper controlledby Nsaid piston for varyinnthe proportion of airin the charges accor gto the vacu which controls the position of said piston.

. 2. In a carburetor, the combination with a throttle, of a means for'regulating-the ratio of fuel and air controlled by-.the degree ofvacuum above the throttle comprising a cylinder` connected to v thevacuum space above the throttle, a pistoninqs'aid cylinder, a pluralityijf successively acting'springs cooperating with the piston to resistmovement of the pistonin one direction and to effect', movementlof .thepiston in the `op 'tedi- -rection, and devices movable by thgm pistonfor regulatingthe proportions of air and fuel in the mixture passing thethrottle.

3. In a carburetor, the combination with a provided with slots in itswalls, a cylinder throttle, of a means controlled by the degreerotatable about the slotted ortion of said of vacuu1n`above the throttlecomprising a passage and having triangu ar .openings to cylinderconnected to the vacuum space cooperate with the slots in the passage,and

5 above the throttle, a piston in said cylinder, lconnections wherebythe movements of the 15 a plurality of successively acting springscopiston in either direction will carry the trioperating with the pistont-o resist movement angular openings past the slots. of the piston inone direction and to effect In testimony whereof I hereto aix mymovement of the piston in the opposite disignature. 10 rection, (an airand gas passage to the intake CHARLES F. WALLACE.

